JP3515219B2 - Transmission control device for continuously variable transmission - Google Patents
Transmission control device for continuously variable transmissionInfo
- Publication number
- JP3515219B2 JP3515219B2 JP13808795A JP13808795A JP3515219B2 JP 3515219 B2 JP3515219 B2 JP 3515219B2 JP 13808795 A JP13808795 A JP 13808795A JP 13808795 A JP13808795 A JP 13808795A JP 3515219 B2 JP3515219 B2 JP 3515219B2
- Authority
- JP
- Japan
- Prior art keywords
- ratio
- value
- continuously variable
- secondary side
- hydraulic
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Landscapes
- Control Of Transmission Device (AREA)
Description
【0001】[0001]
【産業上の利用分野】この発明は、無段変速機(以下、
CVTと称する)の変速制御装置に関し、特に、油圧制
御弁を使用した変速比フィードバック制御を行う例えば
車両等に用いて好適な無段変速機の変速制御装置に関す
るものである。BACKGROUND OF THE INVENTION The present invention relates to a continuously variable transmission (hereinafter referred to as
The present invention relates to a shift control device for a continuously variable transmission, which is suitable for use in, for example, a vehicle, which performs a gear ratio feedback control using a hydraulic control valve.
【0002】[0002]
【従来の技術】一般に、例えば車両用ベルト式CVT
は、固定プーリ部片、可動プーリ部片およびこの可動プ
ーリ部片に設けられた油圧サーボを有する実効径が連続
可変の1次側プーリ及び2次側プーリと、これらプーリ
間に張設された駆動ベルトとを備えている。そして、油
圧源が発生する油圧を伝達トルクに応じたCVTの2次
側の油圧(以下、単に2次側圧と称する)に2次側油圧
制御弁で調圧し、2次側プーリの油圧サーボに供給す
る。一方、駆動ベルトの巻き付け半径を変化させ変速比
を変えるために、1次側油圧制御弁で2次側圧を調圧
し、1次側プーリの油圧サーボにCVTの1次側の油圧
(以下、単に1次側圧と称する)を供給する。こうし
て、CVTはエンジンの回転を無段階に変速して車輪に
伝達する。2. Description of the Related Art Generally, for example, a belt type CVT for a vehicle.
Is a fixed pulley part, a movable pulley part, and a primary side pulley and a secondary side pulley having a hydraulic servo provided on the movable pulley part and having a continuously variable effective diameter. And a drive belt. Then, the oil pressure generated by the oil pressure source is adjusted to the oil pressure on the secondary side of the CVT (hereinafter, simply referred to as secondary side pressure) according to the transmission torque by the secondary side hydraulic control valve, and the hydraulic servo of the secondary side pulley is controlled. Supply. On the other hand, in order to change the winding radius of the drive belt and change the gear ratio, the secondary side pressure is adjusted by the primary side hydraulic control valve, and the hydraulic pressure on the primary side of the CVT (hereinafter simply (Referred to as the primary side pressure). Thus, the CVT continuously changes the rotation of the engine and transmits it to the wheels.
【0003】ここで、1次側油圧制御弁や、2次側油圧
制御弁は、電子制御ユニットで制御される。電子制御ユ
ニットは、車速やスロットル開度等を入力して車両の運
転条件に応じて、適切な目標変速比を定め、CVTの変
速比をフィードバック制御する。なお、このようにCV
Tを電子制御するものは、例えば特開昭63−3032
58号公報に記載されている。Here, the primary hydraulic control valve and the secondary hydraulic control valve are controlled by an electronic control unit. The electronic control unit inputs a vehicle speed, a throttle opening, etc., determines an appropriate target gear ratio according to the operating conditions of the vehicle, and feedback-controls the gear ratio of the CVT. In addition, in this way CV
A device for electronically controlling T is disclosed in, for example, JP-A-63-3032.
No. 58 publication.
【0004】[0004]
【発明が解決しようとする課題】一般に、CVTの変速
制御を行うアクチュエータとして、流量制御弁と、圧力
制御弁があるが、圧力制御弁を使用した場合その操作量
は1次側圧である。定常状態では、変速比Rと、油圧比
PR=1次側圧P1/2次側圧P2とトルク比TR=入
力トルクT1/最大伝達トルクTMAXの関係は次式で
表される。 Generally, there are a flow rate control valve and a pressure control valve as an actuator for controlling the shift of a CVT. When the pressure control valve is used, the operation amount is the primary side pressure. In the steady state, the speed ratio R, the relationship of the hydraulic ratio P R = 1 primary side pressure P 1/2 primary side pressure P 2 and the torque ratio T R = the input torque T 1 / maximum torque transfer T MAX is you express by: .
【0005】 PR=f(R,TR) (1)P R = f (R, T R ) (1)
【0006】また、変速比変化速度dR/dtは、次式
で表される定常状態での各油圧からの差ΔP1に比例す
る。The speed ratio change speed dR / dt is proportional to the difference ΔP 1 from each hydraulic pressure in the steady state expressed by the following equation.
【0007】 ΔP1=P1−P2・PR (2)ΔP 1 = P 1 −P 2 · P R (2)
【0008】目標変速比RSに実変速比Rをフィードバ
ック制御する場合、その偏差をなくすため、偏差に比例
ゲインをかける、いわゆる比例演算や、偏差に積分ゲイ
ンを掛けて積分する、いわゆる積分演算等が含まれる。
また、目標値に対する追従性を良くするため上記フィー
ドバック要素と並列に、フィードフォワード要素を組み
合わせることがある。When feedback control of the actual gear ratio R to the target gear ratio R S is performed , in order to eliminate the deviation, a proportional gain is applied to the deviation, a so-called proportional calculation, or a deviation is multiplied by an integral gain to perform integration, a so-called integral calculation. Etc. are included.
In addition, a feedforward element may be combined in parallel with the feedback element in order to improve followability with respect to the target value.
【0009】上述の積分演算による積分値は、過去の偏
差を反映しているため、制御対象であるCVTの変速動
作条件に急変があった場合目標変速比への追従遅れとな
る。例えば、ある積分値で偏差0の状態、すなわち上記
式(2)の ΔP1=0の状態が実現されていて、運転
者が、アクセルを踏み込み、エンジントルクが増加し、
CVT入力トルクが増加する。このとき、目標変速比が
不変だとして、制御は、まず、入力トルクに見合った2
次側圧P2の増大を行う。 このため、上記式(2)のΔ
P1≠0となり実変速比が変化する。Since the integral value obtained by the above-described integral calculation reflects the past deviation, if the shift operation condition of the CVT to be controlled changes suddenly, there is a delay in following the target gear ratio. For example, a state where the deviation is zero at a certain integrated value, that is, a state where ΔP 1 = 0 in the above formula (2) is realized, the driver depresses the accelerator, the engine torque increases,
CVT input torque increases. At this time, assuming that the target gear ratio has not changed, the control is first performed in accordance with the input torque.
The secondary pressure P 2 is increased. Therefore, Δ in the above equation (2)
P 1 ≠ 0 and the actual gear ratio changes.
【0010】一方、変速制御のアクチュエータとして、
流量制御弁を使用している場合は、上記のような条件で
は、実変速比はほとんど変化しない。偏差0の状態で
は、流量制御弁は閉め切った状態にあるため、2次側圧
や、伝達トルクが変化しても、反作用として1次側圧が
変化して上記式(1)が自動的に成立するためである。On the other hand, as a shift control actuator,
When the flow control valve is used, the actual gear ratio hardly changes under the above conditions. When the deviation is 0, the flow control valve is in the fully closed state, so that even if the secondary pressure or the transmission torque changes, the primary pressure changes as a reaction and the above formula (1) is automatically established. This is because.
【0011】以上のように、圧力制御弁を使用する場合
は、流量制御弁を使用しているときのような、一般的な
積分演算処理をしていたのでは、目標値に対する追従性
が著しく悪くなるという問題点があった。As described above, in the case of using the pressure control valve, if the general integral arithmetic processing is performed as in the case of using the flow rate control valve, the followability to the target value is remarkably increased. There was a problem that it got worse.
【0012】この発明は、上記のような問題点を解決す
るためになされたもので、変速制御のアクチュエータと
して圧力制御弁を使用したフィードバック制御システム
において、目標値に対する追従性の良好な制御が可能な
無段変速機の変速制御装置を提供することを目的とす
る。The present invention has been made in order to solve the above-mentioned problems, and in a feedback control system using a pressure control valve as an actuator for gear shift control, control with good followability to a target value is possible. An object of the present invention is to provide a shift control device for a continuously variable transmission.
【0013】[0013]
【課題を解決するための手段】請求項1の発明に係る無
段変速機の変速制御装置は、無段変速機の1次側プーリ
および2次側プーリのそれぞれの回転を検出する回転速
度検出手段と、この回転速度検出手段からの各回転速度
の比より実変速比を演算する実変速比演算手段と、エン
ジンに要求される負荷量を検出する要求負荷量検出手段
と、少なくともこの要求負荷量検出手段の出力と負荷の
回転速度とに基づいて目標変速比を逐次決定する目標変
速比決定手段と、実変速比が記目標変速比に一致するよ
うに1次側油圧制御弁を制御する変速比制御手段と、無
段変速機の伝達トルクを検出する伝達トルク検出手段
と、この伝達トルク検出手段の出力に応じて2次側油圧
制御弁を制御し、1次側プーリおよび2次側プーリに必
要な挟持力を発生させる2次側圧制御手段とを備え、変
速比制御手段は、目標変速比と実変速比との偏差に所定
のゲインを掛け、無段変速機の2次側圧に対応した変数
で除した値を積分し、この積分値に上記変数を掛けた値
を出力する積分制御演算手段を含むものである。According to a first aspect of the present invention, there is provided a transmission control device for a continuously variable transmission, wherein a rotation speed detection device detects rotations of a primary pulley and a secondary pulley of the continuously variable transmission. Means, an actual speed ratio calculating means for calculating an actual speed ratio from the ratio of the rotational speeds from the rotational speed detecting means, a required load amount detecting means for detecting a load amount required for the engine, and at least the required load. Target speed ratio determining means for sequentially determining the target speed ratio based on the output of the amount detecting means and the rotation speed of the load, and the primary side hydraulic control valve is controlled so that the actual speed ratio matches the target speed ratio. A gear ratio control means, a transmission torque detecting means for detecting a transmission torque of the continuously variable transmission, and a secondary side hydraulic control valve according to an output of the transmission torque detecting means to control the primary side pulley and the secondary side. The clamping force required for the pulley is generated. The gear ratio control means multiplies the deviation between the target gear ratio and the actual gear ratio by a predetermined gain, and divides the value by a variable corresponding to the secondary pressure of the continuously variable transmission. It includes integration control calculation means for integrating and outputting a value obtained by multiplying the integrated value by the above variable.
【0014】請求項2の発明に係る無段変速機の変速制
御装置は、請求項1の発明において、変速制御手段が、
フィードフォワード制御演算部を有し、そのフィードフ
ォワード制御量を、少なくとも所定の油圧比から決定す
るものである。A shift control device for a continuously variable transmission according to a second aspect of the present invention is the shift control device according to the first aspect, wherein the shift control means comprises:
A feedforward control calculation unit is provided, and the feedforward control amount is determined at least from a predetermined hydraulic pressure ratio.
【0015】請求項3の発明に係る無段変速機の変速制
御装置は、請求項2の発明において、所定の油圧比の値
を、対象とする無段変速機のトルク比と目標変速比に基
づく油圧比の平均値より小さな値とするものである。According to a third aspect of the present invention, there is provided a continuously variable transmission shift control device according to the second aspect, wherein a predetermined hydraulic pressure ratio value is used as a torque ratio and a target speed ratio of the target continuously variable transmission. The value is smaller than the average value of the hydraulic pressure ratio based on the above.
【0016】請求項4の発明に係る無段変速機の変速制
御装置は、請求項1〜3の発明において、積分制御演算
手段が、前回の最大変速比からの変速開始後の所定時期
の積分値に対応した記憶値を、次回の最大変速比からの
変速開始時の上記積分値の初期値とするものである。According to a fourth aspect of the present invention, there is provided a continuously variable transmission shift control device according to the first to third aspects, wherein the integral control calculation means integrates a predetermined time after the shift start from the previous maximum gear ratio. The stored value corresponding to the value is used as the initial value of the integrated value at the start of gear shift from the next maximum gear ratio.
【0017】[0017]
【作用】請求項1の発明においては、積分制御演算手段
において、偏差に所定の積分ゲインを掛け、2次側圧で
除した値を積分し、その積分値に2次側圧を掛けた値を
出力する。これにより、運転者のアクセル操作→入力ト
ルク増加→2次側圧増大の条件においても、直ちに上記
式(2)のΔP1が0となるような1次側圧P1=P 2
・PRを出力するので、変速比はほとんど変化しない。
というのは、CVT入力トルクが変化した場合、2次側
圧は、安全率一定ということで、ほぼトルク比が一定と
なるよう制御されるので、上記式(1)の油圧比は上記
変化の前後で一定である。According to the invention of claim 1, the integral control calculation means integrates a value obtained by multiplying the deviation by a predetermined integral gain and dividing by the secondary side pressure, and outputs a value obtained by multiplying the integrated value by the secondary side pressure. To do. As a result, even under the condition that the driver operates the accelerator, the input torque increases, and the secondary side pressure increases, the primary side pressure P 1 = P 2 that immediately causes ΔP 1 in the above equation (2) to be 0.
- Since the output of the P R, the gear ratio is hardly changed.
This is because when the CVT input torque changes, the secondary side pressure is controlled so that the torque ratio is almost constant because the safety factor is constant, and therefore the hydraulic pressure ratio of the above equation (1) is before and after the change. It is constant at.
【0018】請求項2の発明においては、変速制御手段
のフィードフォワード制御演算部におけるフィードフォ
ワード制御量を、少なくとも所定の油圧比(1次側圧の
2次側圧に対する比)から決定する。これにより、積分
値は油圧比であり、運転者のアクセル操作→入力トルク
増加→2次側圧増大の変化前に偏差が0となる値になっ
ているので、積分以外の比例演算等の他の制御演算分は
0で、操作量である1次側圧は、積分値と2次側圧の積
で決定されている。従って、上記変化後も同じ状態を維
持できることになる。According to the second aspect of the present invention, the feedforward control amount in the feedforward control computing section of the shift control means is determined from at least a predetermined hydraulic pressure ratio (the ratio of the primary side pressure to the secondary side pressure). As a result, the integrated value is a hydraulic pressure ratio, and the deviation becomes a value before the change of accelerator operation → input torque increase → secondary side pressure increase by the driver. The control calculation is 0, and the primary side pressure, which is the manipulated variable, is determined by the product of the integrated value and the secondary side pressure. Therefore, the same state can be maintained even after the above change.
【0019】請求項3の発明においては、所定の油圧比
の値を、対象とする無段変速機のトルク比と目標変速比
に基づく油圧比の平均値より小さな値とするので、例え
ば無段変速機の回転速度検出手段の故障で変速比のフィ
ードバック制御ができなくなった場合でも、負荷の駆動
力を確保できる最低速側に変速ができ、システムの信頼
性を向上できる。According to the third aspect of the present invention, the value of the predetermined hydraulic pressure ratio is set to a value smaller than the average value of the torque ratio of the target continuously variable transmission and the hydraulic pressure ratio based on the target speed ratio. Even if the gear ratio feedback control cannot be performed due to a failure of the rotation speed detecting means of the transmission, the gear can be shifted to the lowest speed side where the driving force of the load can be secured, and the system reliability can be improved.
【0020】請求項4の発明においては、前回の最大変
速比からの変速開始後の所定時期の積分値に対応した記
憶値を、次回の最大変速比からの変速開始時の積分値の
初期値とするので、変速制御開始時の変速遅れを改善で
きる。According to another aspect of the present invention, the stored value corresponding to the integrated value at a predetermined time after the start of the shift from the previous maximum gear ratio is set to the initial value of the integrated value at the start of the shift from the next maximum gear ratio. Therefore, the shift delay at the start of the shift control can be improved.
【0021】[0021]
【実施例】実施例1.
以下、この発明の一実施例を、車両用ベルト式無段変速
機に適用した場合を例に取り、図面に基づいて詳細に説
明する。図1はこの発明の一実施例を示す構成図であ
る。同図において、1はエンジン(機関)であって、そ
の回転は、エンジン出力軸2、クラッチ3を介してCV
T8に伝達され、このCVT8において無段階に変速さ
れた後、図示しない差動装置を介して駆動輪(図示せ
ず)に伝達されるようになされている。CVT8は、互
いに平行な一対の入力軸4および出力軸9と、これら入
力軸4および出力軸9にそれぞれ設けられた有効径が可
変の一対の1次側プーリ5および2次側プーリ7と、こ
れらプーリ5および7間に巻き掛けられた駆動ベルト6
と、入力軸4および出力軸9にそれぞれ設けられて、可
変プーリ5および7にそのV溝幅を小さくする方向の推
力を付与する1次側油圧シリンダ5cおよび2次側油圧
シリンダ7cとを備えている。EXAMPLES Example 1. Hereinafter, one embodiment of the present invention will be described in detail with reference to the drawings, taking a case where it is applied to a belt type continuously variable transmission for a vehicle as an example. FIG. 1 is a block diagram showing an embodiment of the present invention. In FIG. 1, reference numeral 1 denotes an engine (engine), the rotation of which is CV via an engine output shaft 2 and a clutch 3.
It is transmitted to T8, after being speed steplessly have you in this CVT8, is adapted to be transmitted via a differential device (not shown) to driving wheels (not shown). The CVT 8 includes a pair of input shaft 4 and an output shaft 9 that are parallel to each other, and a pair of primary-side pulley 5 and secondary-side pulley 7 that are provided on the input shaft 4 and the output shaft 9 and have a variable effective diameter. Drive belt 6 wound between these pulleys 5 and 7
If, respectively provided on the input shaft 4 and the output shaft 9, and a primary-side hydraulic cylinder 5c and secondary side hydraulic cylinder 7c applying thrust in the direction to reduce the V groove width to the variable pulleys 5 and 7 I have it.
【0022】プーリ5および7は、入力軸4および出力
軸9にそれぞれ固定された固定回転体5aおよび7a
と、入力軸4および出力軸9にそれぞれ相対回転不能か
つ軸方向の移動可能に設けられて可動回転体5bおよび
7bとから成る。1次側油圧シリンダ5cの受圧面積は
2次側油圧シリンダ7cの受圧面積より大きく設定さ
れ、可動回転体5bおよび7bを移動する油圧アクチュ
エータとして機能し、駆動ベルト6が、1次側プーリ5
と2次側プーリ7とに巻き付く半径の比率を変えること
で無段変速する。The pulleys 5 and 7 are fixed rotating bodies 5a and 7a fixed to the input shaft 4 and the output shaft 9, respectively.
And movable rotary members 5b and 7b which are provided on the input shaft 4 and the output shaft 9 such that they cannot rotate relative to each other and are movable in the axial direction. The pressure receiving area of the primary side hydraulic cylinder 5c is set to be larger than the pressure receiving area of the secondary side hydraulic cylinder 7c, and it functions as a hydraulic actuator that moves the movable rotating bodies 5b and 7b.
By changing the ratio of the radius of wrapping around the secondary pulley 7 and the secondary pulley 7, continuously variable speed is achieved.
【0023】10は油圧ポンプであって、この油圧ポン
プ10はエンジン1で駆動され、オイルタンク15に戻
された作動油を油路13を介して、2次側油圧制御弁1
1と、1次側油圧制御弁12および2次側油圧シリンダ
7cに圧送する。2次側油圧制御弁11は、通常、マイ
クロコンピュータによって構成されるコントローラ20
からの信号S2に従って油路13の作動油を戻り油路1
6に流出させることで油路13の油圧である2次側圧P
2を調圧する。1次側油圧制御弁12は、油路14の油
圧がコントローラ20からの信号S1に対応する油圧よ
り高ければ、油路14の作動油を戻し油路16に流出さ
せて降圧し、信号S1に対応する油圧より低ければ、油
路13の作動油を油路14に流入させ昇圧させること
で、信号S1に従って油路14の油圧である1次側圧P1
を調圧する。Reference numeral 10 denotes a hydraulic pump, which is driven by the engine 1 and sends the hydraulic oil returned to the oil tank 15 through the oil passage 13 to the secondary hydraulic control valve 1.
1, pressure is fed to the primary side hydraulic control valve 12 and the secondary side hydraulic cylinder 7c. The secondary side hydraulic control valve 11 is usually a controller 20 that is configured by a microcomputer.
The hydraulic oil in the oil passage 13 is returned according to the signal S 2 from the oil passage 1
6 to the secondary side pressure P which is the oil pressure of the oil passage 13.
Adjust pressure 2 . If the oil pressure in the oil passage 14 is higher than the oil pressure corresponding to the signal S 1 from the controller 20, the primary-side hydraulic control valve 12 causes the hydraulic oil in the oil passage 14 to flow out into the return oil passage 16 to reduce the pressure, and the signal S if lower than the hydraulic pressure corresponding to 1, by boosting allowed to flow into the hydraulic oil in the oil passage 13 to the oil passage 14, an oil pressure of the oil passage 14 in accordance with signal S 1 1 primary side pressure P 1
Regulate the pressure.
【0024】クラッチ3は、例えば、電磁式クラッチ
で、コントローラ20からの信号SCに従って、その伝
達トルクをゼロから最大値まで変えることにより、クラ
ッチの遮断状態、半クラッチ(スリップ)状態そして直
結状態で機能する。コントローラ20は、バスライン2
0eで互いに接続されている入力ポート20c、出力ポ
ート20d、MPU20a、メモリ20bを含んでい
る。エンジン1の吸気管17にあるスロットル弁22の
スロットル開度θを検出する要求負荷量検出手段として
のスロットル開度検出器21、エンジン回転速度Neを
検出するエンジン回転速度検出器18、CVT8の入力
軸4の回転速度N1を検出するCVT入力軸回転速度検
出器19、CVT8の出力軸9の回転速度N2を検出す
るCVT出力軸回転速度検出器23の各検出出力等が入
力ポート20cに供給され、コントローラ20は、メモ
リ20bに予め記憶されたプログラムに従って、これら
の入力信号を処理し、クラッチ3、1次側油圧制御弁1
2、2次側油圧制御弁11へ、それぞれの信号SC、
S1、S2を駆動信号として出力ポート20dより出力す
る。The clutch 3 is, for example, an electromagnetic clutch, which changes its transmission torque from zero to a maximum value in accordance with a signal S C from the controller 20 to thereby disengage the clutch, bring it into a half-clutch (slip) state, and directly connect it. Works with. The controller 20 is the bus line 2
It includes an input port 20c, an output port 20d, an MPU 20a and a memory 20b which are connected to each other at 0e. Input of throttle opening detector 21 as required load amount detecting means for detecting throttle opening θ of throttle valve 22 in intake pipe 17 of engine 1, engine speed detector 18 for detecting engine speed Ne, and CVT 8. Each detection output of the CVT input shaft rotation speed detector 19 for detecting the rotation speed N 1 of the shaft 4 and the CVT output shaft rotation speed detector 23 for detecting the rotation speed N 2 of the output shaft 9 of the CVT 8 are input to the input port 20c. The controller 20 processes these input signals according to a program stored in the memory 20b in advance and supplied to the clutch 3 and the primary side hydraulic control valve 1.
2, to the secondary side hydraulic control valve 11, the respective signals S C ,
The S 1, S 2 is output from the output port 20d as the driving signal.
【0025】図2は、図1のコントローラ20の具体的
回路構成の一例を示す機能ブロック図である。実変速比
演算手段30では、CVT出力軸回転速度検出器23か
らの出力回転速度N2に対するCVT入力軸回転速度検
出器19からの入力回転速度N1の比、すなわち、CV
T8の変速比R(=N1/N2)を計算する。第1目標変
速比演算手段31では、予め記憶された図3に示すよう
なスロットル開度検出器21からのスロットル開度θ
と、車速に対応する出力回転速度N2との関係より目標
1次側回転速度を求め、その時の出力回転速度N2で除
した値であるところの定常状態の変速比目標値Rbを決
定する。この図3の関係は、複数用意されていて、図示
しない例えばシフトレバー等のシフト位置検出器24で
検出されるシフト位置SR(例えばR,N,D,L等)によ
って選択される。FIG. 2 is a functional block diagram showing an example of a concrete circuit configuration of the controller 20 shown in FIG. In the actual gear ratio calculating means 30, the ratio of the input rotation speed N 1 from the CVT input shaft rotation speed detector 19 to the output rotation speed N 2 from the CVT output shaft rotation speed detector 23, that is, CV
The gear ratio R (= N 1 / N 2 ) of T8 is calculated. In the first target gear ratio calculation means 31, the throttle opening θ from the throttle opening detector 21 stored in advance as shown in FIG.
And a target primary-side rotation speed is obtained from the relationship between the output rotation speed N 2 and the output rotation speed N 2 , and a steady-state gear ratio target value Rb, which is a value divided by the output rotation speed N 2 at that time, is determined. . A plurality of relationships shown in FIG. 3 are prepared and are selected by a shift position S R (for example, R, N, D, L, etc.) detected by a shift position detector 24 such as a shift lever (not shown).
【0026】運転モード決定手段32では、車速に対応
する出力回転速度N2やその微分値の車両加速度ACと、
ブレーキ信号や車両加速度ACより車両の制動状態を検
出する制動状態検出器25の出力と、スルットル開度θ
やその微分値と、シフト位置SRと、これらの情報に対
応した予め決められた各判定値との関係より、車両の動
作状態や運転者の意志を推定して、過渡状態も含めた目
標変速比(第2目標変速比)RSや2次側圧目標値を決
定するための運転状態(運転モードMo)が、例えば、
停車モード、発進モード、通常走行モード、急加速モー
ド、急減速モード、降坂モード、滑り易い路面モードと
かの、どの領域(モード)にあるかを決定する。In the operation mode determining means 32, the output rotational speed N 2 corresponding to the vehicle speed and the vehicle acceleration A C of the differential value thereof,
The output of the braking state detector 25, which detects the braking state of the vehicle from the brake signal and the vehicle acceleration A C, and the throttle opening θ
Or its differential value, the shift position S R, and the predetermined judgment values corresponding to these pieces of information, the vehicle operating state and the driver's will are estimated, and the target including the transient state is estimated. The operating condition (operating mode Mo) for determining the gear ratio (second target gear ratio) R S and the secondary side pressure target value is, for example,
It determines which region (mode) of the stop mode, the start mode, the normal traveling mode, the sudden acceleration mode, the sudden deceleration mode, the downhill mode, and the slippery road mode.
【0027】第2目標変速比演算手段35では、第1目
標変速比Rbが変化したとき、実変速比Rと運転モード
Moとから予め決められた最大変速比変化速度以下で、
第1目標変速比Rbに追従して変化する第2目標変速比
RS(以下、単に目標変速比と称す)を計算する。伝達
トルク検出手段としての入力トルク演算手段34では、
図3に示すようなスロットル開度θと、エンジン回転速
度Neとの関係からエンジン出力トルクTEを求め次式
に従ってCVTの入力トルクT1を算出する。In the second target gear ratio calculation means 35, when the first target gear ratio Rb changes, the second target gear ratio Rb is equal to or lower than the maximum speed ratio change speed predetermined from the actual gear ratio R and the operation mode Mo.
A second target gear ratio R S (hereinafter simply referred to as a target gear ratio) that changes following the first target gear ratio Rb is calculated. In the input torque calculation means 34 as the transmission torque detection means,
The engine output torque T E is obtained from the relationship between the throttle opening θ and the engine rotation speed Ne as shown in FIG. 3, and the CVT input torque T 1 is calculated according to the following equation.
【0028】 T1=TEーJ・dNe/dt (3)T 1 = T E -J · dNe / dt (3)
【0029】なお、この(3)式において、Jは、エン
ジンおよび1次側プーリ間の慣性モーメントの合計であ
る。目標2次側圧演算手段37では、目標変速比R
Sと、CVT入力トルクT1と、運転モードMoとより、
CVT8がベルトスリップすることなく目標変速比RS
に変速制御するのに必要な目標2次側圧P2Sを決定す
る。2次側電流演算手段38では、図5に示すような電
流ー油圧特性から、2次側油圧制御弁11の駆動電流I
2を演算して出力する。In the equation (3), J is the total moment of inertia between the engine and the primary pulley. In the target secondary side pressure calculating means 37, the target gear ratio R
From S , CVT input torque T 1 and operation mode Mo,
The target gear ratio R S without CVT8 belt slipping
The target secondary side pressure P 2S required for gear shift control is determined. In the secondary side current calculation means 38, the drive current I of the secondary side hydraulic control valve 11 is calculated from the current-hydraulic characteristic as shown in FIG.
Calculates and outputs 2 .
【0030】目標1次側圧演算手段40では、実変速比
Rが目標変速比RSに一致するように、CVT8を変速
させるに必要な1次側圧、すなわち目標1次側圧P1Sを
算出する。この目標1次側圧演算手段40の一例を図6
に示す。図において、プーリ位置演算部44および45
は、目標変速比RSと実変速比Rをそれぞれ目標プーリ
位置XSと実プーリ位置Xに変換する。なお、以下の説
明では、変速比が小さいほどプーリ位置を示す値が大き
くなるように定義している。The target primary side pressure calculating means 40 calculates the primary side pressure necessary for shifting the CVT 8, that is, the target primary side pressure P 1S so that the actual gear ratio R matches the target gear ratio R S. An example of this target primary side pressure calculating means 40 is shown in FIG.
Shown in. In the figure, pulley position calculation units 44 and 45
Converts the target gear ratio R S and the actual gear ratio R into the target pulley position X S and the actual pulley position X, respectively. In the following description, the smaller the gear ratio, the larger the value indicating the pulley position.
【0031】積分制御演算手段としてのフィードバック
制御演算部47は、加算器46の出力プーリ位置偏差X
Eに対して、制御則演算、例えばPID(比例、積分、
微分)制御演算を行いフィードバック制御分P1FBを出
力する。トルク比演算部41では、目標2次側圧P2Sで
ベルトスリップなしで伝達できるトルクTMAX(目標変
速比RSの関数)に対する入力トルクT1の比として定義
されるトルク比TRと求める。油圧比演算部42では、
先に求めたトルク比TRと目標変速比RSから油圧比PR
(1次側圧/2次側圧)を予め決められた図4の関係か
ら求める。次にフィードフォワード制御演算部43で
は、油圧比PR,目標2次側圧P2Sおよび目標プーリ位置
XSの微分値=目標プーリ移動速度VPSからフィードフ
ォワード制御分P1FFを次式で求める。The feedback control calculation unit 47 as the integral control calculation means has an output pulley position deviation X of the adder 46.
For E , control law calculation such as PID (proportional, integral,
Differential) control calculation is performed and P 1FB for feedback control is output. The torque ratio calculation unit 41 determines a torque ratio T R defined as the ratio of the input torque T 1 to the torque T MAX (function of the target gear ratio R S ) that can be transmitted at the target secondary side pressure P 2S without belt slip. In the hydraulic pressure ratio calculation unit 42,
From the torque ratio T R and the target gear ratio R S obtained previously, the hydraulic pressure ratio P R
(Primary side pressure / Secondary side pressure) is determined from the predetermined relationship shown in FIG. Next, the feedforward control calculation unit 43 obtains the feedforward control amount P 1FF from the hydraulic pressure ratio P R , the target secondary side pressure P 2S and the differential value of the target pulley position X S = the target pulley moving speed V PS by the following formula.
【0032】 P1FF=P2S× PR+KV× VPS (4)P 1FF = P 2S × P R + K V × V PS (4)
【0033】なお、この(4)式において、KVは予め
決められた値である。加算器48でフィードバック制御
分P1FBとフィードフォワード制御分P1FFを加算した結
果に対して、目標1次側圧制限部49では、目標2次側
圧をその上限値とし、入力トルクT1と実変速比Rから
1次側プーリでベルトスリップしない最低の油圧をその
下限値として、下限値と上限値の間にある値に制限処理
したあとの値を目標1次側圧P1Sとして出力する。In this equation (4), K V is a predetermined value. With respect to the result of adding the feedback control component P 1FB and the feedforward control component P 1FF in the adder 48, the target primary side pressure limiting unit 49 sets the target secondary side pressure as its upper limit value, and the input torque T 1 and the actual speed change. From the ratio R, the lowest hydraulic pressure at which the belt does not slip on the primary side pulley is set as the lower limit value, and the value after being limited to a value between the lower limit value and the upper limit value is output as the target primary side pressure P 1S .
【0034】さて、図2に戻り、1次側電流制御手段3
6では、2次側電流制御手段38と同様に、予め決めら
れた図5に示すような油圧と電流の関係から駆動電流I
1を決定して1次側油圧制御弁12に出力する。なお、
第1目標変速比演算手段31,第2目標変速比演算手段
35および運転モード決定手段32は目標変速比決定手
段を構成し、目標1次側圧演算手段40および1次側電
流制御手段36は変速比制御手段を構成し、目標2次側
圧演算手段37および2次側電流制御手段38は2次側
圧制御手段を構成する。Now returning to FIG. 2, the primary side current control means 3
6, in the same manner as the secondary side current control means 38, the drive current I is determined from the predetermined relationship between the hydraulic pressure and the current as shown in FIG.
1 is determined and output to the primary hydraulic control valve 12. In addition,
The first target speed ratio calculation means 31, the second target speed ratio calculation means 35, and the operation mode determination means 32 constitute a target speed ratio determination means, and the target primary side pressure calculation means 40 and the primary side current control means 36 change speed. The target secondary side pressure calculation means 37 and the secondary side current control means 38 constitute a ratio control means, and a secondary side pressure control means.
【0035】図7はフィードバック制御演算部47の具
体的回路構成の一例を示すブロック図である。図におい
て、KP,KD,KIはそれぞれ比例ゲイン,微分ゲイ
ン,積分ゲイン、Z-1はZ変換で使用される演算子であ
って、このフィードバック制御演算部47のPID制御
演算が、通常のPID制御演算と異なる点は、偏差XE
を目標2次側圧P2Sで除算し、積分ゲインKIを掛けて
積分し、その積分値PINTに目標2次側圧P2Sを掛けて
出力している点である。FIG. 7 is a block diagram showing an example of a concrete circuit configuration of the feedback control calculation unit 47. In the figure, K P , K D , and K I are proportional gain, differential gain, and integral gain, respectively, and Z −1 is an operator used in Z conversion, and the PID control calculation of this feedback control calculation unit 47 is The difference from the normal PID control calculation is the deviation X E
Is divided by the target secondary side pressure P 2S , multiplied by an integration gain K I and integrated, and the integrated value P INT is multiplied by the target secondary side pressure P 2S and output.
【0036】また、油圧比演算部42において、油圧比
決定のために図4に示すようなマップを設けることにな
るが、油圧比PRの値の製品ばらつきや経時変化に対応
するための手段の1つとして、予想される油圧比特性変
化があってもフィードバック制御なしに最低速側に変速
できるマップ値とする方法がある。すなわち、油圧比決
定のマップ値は、各点(トルク比、変速比)に対応する
実油圧比データの領域のなかの小さい値とすることによ
り、例えばCVT入力軸回転速度検出器の故障で変速比
のフィードバック制御ができなくなった場合でも、車両
の駆動力を確保できる最低速側に変速ができ、システム
の信頼性を向上できる。Further, in the hydraulic pressure ratio calculation unit 42, a map as shown in FIG. 4 is provided for determining the hydraulic pressure ratio. Means for coping with product variations and changes with time of the value of the hydraulic pressure ratio P R. As one of the methods, there is a method of setting a map value that allows shifting to the lowest speed side without feedback control even if there is an expected change in the hydraulic pressure ratio characteristic. That is, the map value for determining the oil pressure ratio is set to a small value in the area of the actual oil pressure ratio data corresponding to each point (torque ratio, gear ratio), so that, for example, when the CVT input shaft rotation speed detector malfunctions Even if the ratio feedback control cannot be performed, the gear can be shifted to the lowest speed side where the driving force of the vehicle can be secured, and the reliability of the system can be improved.
【0037】しかし、油圧比マップ値を実機特性(実際
の製品で異なるトルク比、変速比、油圧比等の特性)の
平均値より小さく設定することは、フィードフォワード
量のずれの大きい状態で制御することになり、特に変速
制御開始時や急激な目標変速比変化時において制御遅れ
を大きくする不利益がある。図8は、車両が停止状態か
ら発進し、惰行して、急制動で停車するまでの主要な状
態変数を時間軸で示したものである。上述の変速制御開
始時の変速遅れ改善のため、図8の学習範囲で示す領域
すなわち目標変速比が最低速(この例ではR=2.5)か
ら最高速(この例ではR=0.5)側に変速開始してか
ら、目標変速比が最低速より小さい所定値(例えばR=
2.1)までの領域で、以下の制御を実施する。However, setting the oil pressure ratio map value to be smaller than the average value of the actual machine characteristics (characteristics such as torque ratio, speed change ratio, oil pressure ratio, etc., which differ depending on the actual product) is controlled under the condition that the deviation of the feedforward amount is large. Therefore, there is a disadvantage in that the control delay is increased particularly when the shift control is started or when the target gear ratio is suddenly changed. FIG. 8 shows the main state variables on the time axis from when the vehicle starts from the stopped state to coast to the sudden stop. In order to improve the shift delay at the start of the shift control described above, the region shown by the learning range in FIG. 8, that is, the target gear ratio is shifted from the lowest speed (R = 2.5 in this example) to the highest speed (R = 0.5 in this example). Since the start, the target gear ratio has a predetermined value smaller than the minimum speed (for example, R =
In the areas up to 2.1), the following controls are implemented.
【0038】1) 上述の学習開始時に所定の場所に収
納されている学習値をフィードバック制御演算部47の
積分値PINTに代入する(積分値の初期化)。
2) 上述の学習終了時に積分値PINTを学習値として
所定の場所に収納する。
3) 上述の学習値は車両のキーOFF時でも記憶され
ている、いわゆるバックアップメモリ領域に置く。
ここで、この学習制御に上記積分値を使用できるのは、
この積分値が油圧比に対応した値のためであることは明
らかである。1) The learning value stored in a predetermined place at the start of the above-mentioned learning is substituted into the integral value P INT of the feedback control calculation unit 47 (initialization of the integral value). 2) The integral value P INT is stored as a learning value in a predetermined place at the end of the above learning. 3) The learning value described above is stored in a so-called backup memory area that is stored even when the key of the vehicle is turned off. Here, the integral value can be used for this learning control is
It is obvious that this integrated value is due to the value corresponding to the hydraulic pressure ratio.
【0039】実施例2.なお、上記実施例では、エンジ
ンの要求負荷を検出するためにスロットル開度θが用い
る場合について説明したが、これに限定されることな
く、例えば、アクセルペダルの操作量や、エンジンの吸
気管負圧等の量であってもよい。Example 2. In the above embodiment, the case where the throttle opening θ is used to detect the required load of the engine has been described, but the present invention is not limited to this. For example, the operation amount of the accelerator pedal, the intake pipe negative of the engine, and the like. It may be an amount such as pressure.
【0040】実施例3.また、油圧比は、最終的なプー
リ押し付け力比でもよい。従って、変速機の変速特性が
1次側と2次側の押し付け力の比として表せる変速機で
あるなら、この発明は、ベルト式無段変速機に限らず、
その他の無段変速機、例えばトロイダル式無段変速機で
もよい。Example 3. Further, the hydraulic pressure ratio may be a final pulley pressing force ratio. Therefore, the present invention is not limited to the belt type continuously variable transmission as long as the transmission can be expressed as the ratio of the pressing force on the primary side to the pressing force on the secondary side.
Other continuously variable transmission, for example, a toroidal type continuously variable transmission may be used.
【0041】実施例4.また、上述の学習制御は、スロ
ットル開度等で複数のエンジン負荷量別に分け学習、記
憶を実施してもよい。Example 4. In the learning control described above, learning and storage may be performed separately for each of a plurality of engine load amounts such as the throttle opening.
【0042】実施例5.さらに、上記実施例では、この
発明を車両用の無段変速機に適用した場合について説明
したが、これに限定されることなく、その他の装置、例
えば航空機や船舶用の無段変速機等にも同様に適用で
き、同様の効果を奏する。Example 5. Furthermore, in the above embodiment, the case where the present invention is applied to a continuously variable transmission for a vehicle has been described, but the present invention is not limited to this, and other devices such as a continuously variable transmission for an aircraft or a ship, etc. Can be applied in the same manner and has the same effect.
【0043】[0043]
【発明の効果】以上のように、 請求項1の発明によれ
ば、無段変速機の1次側プーリおよび2次側プーリのそ
れぞれの回転を検出する回転速度検出手段と、この回転
速度検出手段からの各回転速度の比より実変速比を演算
する実変速比演算手段と、エンジンに要求される負荷量
を検出する要求負荷量検出手段と、少なくともこの要求
負荷量検出手段の出力と負荷の回転速度とに基づいて目
標変速比を逐次決定する目標変速比決定手段と、実変速
比が目標変速比に一致するように1次側油圧制御弁を制
御する変速比制御手段と、無段変速機の伝達トルクを検
出する伝達トルク検出手段と、この伝達トルク検出手段
の出力に応じて2次側油圧制御弁を制御し、1次側プー
リおよび2次側プーリに必要な挟持力を発生させる2次
側圧制御手段とを備え、変速比制御手段は、目標変速比
と実変速比との偏差に所定のゲインを掛け、無段変速機
の2次側圧に対応した変数で除した値を積分し、この積
分値に上記変数を掛けた値を出力する積分制御演算手段
を含むので、目標変速比に対する良好な追従性がえられ
るという効果がある。As described above, according to the invention of claim 1, the rotation speed detecting means for detecting the rotation of each of the primary pulley and the secondary pulley of the continuously variable transmission, and this rotation speed detection. An actual speed ratio calculating means for calculating an actual speed ratio from the ratio of the respective rotational speeds from the means, a required load amount detecting means for detecting a load amount required for the engine, and an output and a load of at least the required load amount detecting means. Target speed ratio determining means for sequentially determining the target speed ratio based on the rotation speed of the gear, speed ratio control means for controlling the primary side hydraulic control valve so that the actual speed ratio matches the target speed ratio, Transmission torque detecting means for detecting the transmission torque of the transmission, and the secondary side hydraulic control valve is controlled according to the output of the transmission torque detecting means to generate a clamping force required for the primary side pulley and the secondary side pulley. Equipped with secondary side pressure control means The gear ratio control means integrates a value obtained by multiplying the deviation between the target gear ratio and the actual gear ratio by a predetermined gain, and dividing the value by a variable corresponding to the secondary side pressure of the continuously variable transmission. Since the integral control calculation means for outputting the value multiplied by the variable is included, there is an effect that excellent followability with respect to the target gear ratio can be obtained.
【0044】請求項2の発明によれば、請求項1の発明
において、変速制御手段が、フィードフォワード制御演
算部を有し、そのフィードフォワード制御量を、少なく
とも所定の油圧比から決定するので、そのフィードフォ
ワード制御量が油圧比の関数となり、この積分値を利用
することでフィードフォワード制御量を修正していくこ
とが容易になり、無段変速機の変速特性のばらつきを改
善できるという効果がある。According to a second aspect of the present invention, in the first aspect of the invention, the shift control means has a feedforward control calculation section and determines the feedforward control amount from at least a predetermined hydraulic pressure ratio. The feedforward control amount becomes a function of the hydraulic pressure ratio, and it becomes easy to correct the feedforward control amount by using this integral value, and it is possible to improve the variation in the shift characteristics of the continuously variable transmission. is there.
【0045】請求項3の発明によれば、請求項2の発明
において、所定の油圧比の値を、対象とする無段変速機
のトルク比と目標変速比に基づく油圧比の平均値より小
さな値とするので、例えば無段変速機の回転速度検出手
段の故障で変速比のフィードバック制御ができなくなっ
た場合でも、負荷のの駆動力を確保できる最低速側に変
速ができ、システムの信頼性を向上できるという効果が
ある。According to the invention of claim 3, in the invention of claim 2, the value of the predetermined hydraulic ratio is smaller than the average value of the hydraulic ratio based on the torque ratio and the target speed ratio of the target continuously variable transmission. Since the value is set to a value, even if feedback control of the gear ratio cannot be performed due to a failure of the rotation speed detection means of the continuously variable transmission, the gear can be shifted to the lowest speed side that can secure the driving force of the load, and the system reliability can be improved. There is an effect that can improve.
【0046】請求項4の発明によれば、請求項1〜3の
発明において、積分制御演算手段が、前回の最大変速比
からの変速開始後の所定時期の積分値に対応した記憶値
を、次回の最大変速比からの変速開始時の上記積分値の
初期値とするので、変速制御開始時の変速遅れを改善で
きるという効果がある。According to a fourth aspect of the present invention, in the first to third aspects of the present invention, the integral control calculation means stores the stored value corresponding to the integral value at a predetermined time after the start of the shift from the previous maximum gear ratio. Since the initial value of the integral value at the time of starting the shift from the next maximum speed ratio is set, there is an effect that the shift delay at the start of the shift control can be improved.
【図1】 この発明に係る無段変速機の変速制御装置の
一実施例を示す構成図である。FIG. 1 is a configuration diagram showing an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図2】 この発明に係る無段変速機の変速制御装置の
一実施例の要部を示すブロック図である。FIG. 2 is a block diagram showing a main part of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図3】 この発明に係る無段変速機の変速制御装置の
一実施例の目標変速比決定のためのマップを示す図であ
る。FIG. 3 is a diagram showing a map for determining a target gear ratio of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図4】 この発明に係る無段変速機の変速制御装置の
一実施例の油圧比決定のためのマップを示す図である。FIG. 4 is a diagram showing a map for determining a hydraulic pressure ratio of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図5】 この発明に係る無段変速機の変速制御装置の
一実施例における油圧制御弁の制御電流と出力油圧の関
係を示す図である。FIG. 5 is a diagram showing a relationship between a control current of a hydraulic control valve and an output hydraulic pressure in an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図6】 この発明に係る無段変速機の変速制御装置の
一実施例の要部を示すブロック図である。FIG. 6 is a block diagram showing a main part of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図7】 この発明に係る無段変速機の変速制御装置の
一実施例の要部を示すブロック図である。FIG. 7 is a block diagram showing a main part of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
【図8】 この発明に係る無段変速機の変速制御装置の
一実施例の動作説明に供するための図である。FIG. 8 is a diagram for explaining the operation of an embodiment of a shift control device for a continuously variable transmission according to the present invention.
2 エンジン出力軸、4 CVT入力軸、5 1次側プ
ーリ、7 2次側プーリ、8 CVT、9 CVT出力
軸、10 油圧ポンプ、11 2次側油圧制御弁、12
1次側油圧制御弁、18 エンジン回転速度検出器、
19 CVT入力軸回転速度検出器、20 コントロー
ラ、21 スロットル開度検出器、22スロットル弁、
23 CVT出力軸回転速度検出器、24 シフト位
置検出器、25 制動状態検出器、30 実変速比演算
手段、31 第1目標変速比演算手段、32 運転モー
ド決定手段、34 入力トルク演算手段、35 第2目
標変速比演算手段、36 1次側電流制御手段、37
目標2次側圧演算手段、38 2次側電流制御手段、4
0 目標1次側圧演算手段、43 フィードフォワード
制御演算部、47 フィードバック制御演算部。2 engine output shaft, 4 CVT input shaft, 5 primary pulley, 7 secondary pulley, 8 CVT, 9 CVT output shaft, 10 hydraulic pump, 11 secondary hydraulic control valve, 12
Primary side hydraulic control valve, 18 engine speed detector,
19 CVT input shaft rotation speed detector, 20 controller, 21 throttle opening detector, 22 throttle valve,
23 CVT output shaft rotation speed detector, 24 shift position detector, 25 braking state detector, 30 actual gear ratio calculating means, 31 first target gear ratio calculating means, 32 operating mode determining means, 34 input torque calculating means, 35 Second target gear ratio calculation means, 36 Primary side current control means, 37
Target secondary side pressure calculation means, 38 Secondary side current control means, 4
0 target primary side pressure calculation means, 43 feedforward control calculation part, 47 feedback control calculation part.
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.7 識別記号 FI F16H 101:02 F16H 101:02 (58)調査した分野(Int.Cl.7,DB名) F16H 59/00 - 61/12 F16H 61/16 - 61/24 F16H 63/40 - 63/48 ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 7 Identification code FI F16H 101: 02 F16H 101: 02 (58) Fields investigated (Int.Cl. 7 , DB name) F16H 59/00-61/12 F16H 61/16-61/24 F16H 63/40-63/48
Claims (4)
可動プーリ部片に設けられた油圧サーボを有する実効径
が連続可変の1次側プーリ及び2次側プーリと、これら
プーリ間に張設された駆動ベルトと、油圧源が発生する
油圧を調圧し上記2次側プーリの油圧サーボに供給する
2次側油圧制御弁と、2次側圧を調圧し上記1次側プー
リの油圧サーボに供給する1次側油圧制御弁とを有し、
エンジンの回転を無段階に変速して負荷に伝達する無段
変速機において、 上記1次側プーリおよび上記2次側プーリのそれぞれの
回転を検出する回転速度検出手段と、 該回転速度検出手段からの各回転速度の比より実変速比
を演算する実変速比演算手段と、 上記エンジンに要求される負荷量を検出する要求負荷量
検出手段と、 少なくとも該要求負荷量検出手段の出力と上記負荷の回
転速度とに基づいて目標変速比を逐次決定する目標変速
比決定手段と、 上記実変速比が上記目標変速比に一致するように上記1
次側油圧制御弁を制御する変速比制御手段と、 上記無段変速機の伝達トルクを検出する伝達トルク検出
手段と、該伝達トルク検出手段の出力に応じて上記2次
側油圧制御弁を制御し、上記1次側プーリおよび上記2
次側プーリに必要な挟持力を発生させる2次側圧制御手
段とを備え、 上記変速比制御手段は、上記目標変速比と上記記実変速
比との偏差に所定のゲインを掛け、上記無段変速機の2
次側圧に対応した変数で除した値を積分し、該積分値に
上記変数を掛けた値を出力する積分制御演算手段を含む
ことを特徴とする無段変速機の変速制御装置。1. A primary pulley and a secondary pulley having a fixed pulley portion, a movable pulley portion, and a hydraulic servo provided on the movable pulley portion, the effective diameter being continuously variable, and a tension between these pulleys. A secondary side hydraulic control valve that regulates the hydraulic pressure generated by the hydraulic pressure source and supplies it to the hydraulic servo of the above-mentioned secondary side pulley and the installed drive belt and regulates the secondary side pressure to the hydraulic servo of the above-mentioned primary side pulley. With a primary hydraulic control valve to supply,
In a continuously variable transmission that continuously changes the rotation of an engine and transmits it to a load, a rotation speed detecting means for detecting rotations of each of the primary pulley and the secondary pulley, and the rotation speed detecting means. An actual speed ratio calculating means for calculating an actual speed ratio from the ratio of the respective rotational speeds, a required load amount detecting means for detecting a load amount required for the engine, and an output of at least the required load amount detecting means and the load. Target speed ratio determining means for sequentially determining the target speed ratio based on the rotation speed of the engine, and the above-mentioned 1 so that the actual speed ratio matches the target speed ratio.
Gear ratio control means for controlling the secondary side hydraulic control valve, transmission torque detecting means for detecting the transmission torque of the continuously variable transmission, and control of the secondary side hydraulic control valve according to the output of the transmission torque detecting means. The primary pulley and the above 2
The secondary side pressure control means for generating a clamping force required for the secondary side pulley is provided, and the speed ratio control means multiplies a deviation between the target speed ratio and the actual speed ratio by a predetermined gain to provide the stepless speed control. Gearbox 2
A shift control device for a continuously variable transmission, comprising: integral control calculation means for integrating a value divided by a variable corresponding to the secondary side pressure and outputting a value obtained by multiplying the integrated value by the variable.
ド制御演算部を有し、そのフィードフォワード制御量
を、少なくとも所定の油圧比から決定する請求項1記載
の無段変速機の変速制御装置。2. The shift control device for a continuously variable transmission according to claim 1, wherein the shift control means has a feedforward control calculation unit, and determines the feedforward control amount from at least a predetermined hydraulic pressure ratio.
段変速機のトルク比と目標変速比に基づく油圧比の平均
値より小さな値とする請求項2記載の無段変速機の変速
制御装置。3. The continuously variable transmission according to claim 2, wherein the value of the predetermined hydraulic pressure ratio is smaller than the average value of the torque ratio of the target continuously variable transmission and the hydraulic pressure ratio based on the target speed ratio. Shift control device.
速比からの変速開始後の所定時期の積分値に対応した記
憶値を、次回の最大変速比からの変速開始時の上記積分
値の初期値とする請求項1〜3のいずれかに記載の無段
変速機の変速制御装置。4. The integral control calculation means stores a stored value corresponding to an integrated value at a predetermined time after the start of a shift from the previous maximum speed ratio as a value of the integrated value at the start of a shift from the next maximum speed ratio. The shift control device for a continuously variable transmission according to claim 1, wherein the shift control device has an initial value.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13808795A JP3515219B2 (en) | 1995-06-05 | 1995-06-05 | Transmission control device for continuously variable transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP13808795A JP3515219B2 (en) | 1995-06-05 | 1995-06-05 | Transmission control device for continuously variable transmission |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH08326857A JPH08326857A (en) | 1996-12-10 |
JP3515219B2 true JP3515219B2 (en) | 2004-04-05 |
Family
ID=15213658
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP13808795A Expired - Lifetime JP3515219B2 (en) | 1995-06-05 | 1995-06-05 | Transmission control device for continuously variable transmission |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP3515219B2 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP3042684B2 (en) * | 1998-07-03 | 2000-05-15 | 本田技研工業株式会社 | Shift control method for belt-type continuously variable transmission |
JP4590343B2 (en) * | 2005-11-09 | 2010-12-01 | ジヤトコ株式会社 | Hydraulic control device for belt type continuously variable transmission for vehicle |
JP5668419B2 (en) * | 2010-11-08 | 2015-02-12 | トヨタ自動車株式会社 | Hydraulic control device |
-
1995
- 1995-06-05 JP JP13808795A patent/JP3515219B2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH08326857A (en) | 1996-12-10 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US5074166A (en) | Continuous speed variable transmission control method | |
JP3358381B2 (en) | Control device for continuously variable automatic transmission | |
US8948988B2 (en) | Speed ratio control device of continuously variable transmission for vehicle | |
JP2002048223A (en) | Variable-speed control device for continuously variable transmission | |
US7384372B2 (en) | Pulley thrust control device for continuously variable transmission | |
JP2014134275A (en) | Control system of vehicle | |
JPH0624895B2 (en) | Line pressure control device for continuously variable transmission | |
EP1403568B1 (en) | Hydraulic pressure sensor failure control system for belt-type continuously variable transmission | |
JPH07229525A (en) | Controller for clutch | |
JP2002138879A (en) | Line pressure control device of continuously variable transmission for vehicle | |
JP3515219B2 (en) | Transmission control device for continuously variable transmission | |
JP5145407B2 (en) | System for tension setting of a winding member in a winding transmission | |
US10794481B2 (en) | Control device for continuously variable transmission and control method for continuously variable transmission | |
JP2010276084A (en) | Neutral control device of continuously variable transmission | |
US9482337B2 (en) | Controller for continuously variable transmission | |
JP3464347B2 (en) | Transmission control device for continuously variable transmission | |
GB2303184A (en) | CVT operation method in which the ratio is adjusted for engine braking | |
JPH03103660A (en) | Change gear ratio control device for continuously variable transmission for vehicle | |
JP2580788B2 (en) | Speed ratio control device for continuously variable transmission for vehicles | |
JPH04181057A (en) | Speed change control device in transmission for vehicle | |
JPH06288449A (en) | Pulley lateral pressure control device for belt-type continuously variable transmission | |
JPH084865A (en) | Controller of continuously variable transmission | |
JP4425200B2 (en) | Control device for continuously variable transmission | |
JP3429453B2 (en) | Creep force control method | |
JP2843841B2 (en) | Transmission control device for continuously variable transmission |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
A01 | Written decision to grant a patent or to grant a registration (utility model) |
Free format text: JAPANESE INTERMEDIATE CODE: A01 Effective date: 20040113 |
|
A61 | First payment of annual fees (during grant procedure) |
Free format text: JAPANESE INTERMEDIATE CODE: A61 Effective date: 20040115 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20080123 Year of fee payment: 4 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20090123 Year of fee payment: 5 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100123 Year of fee payment: 6 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20100123 Year of fee payment: 6 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20110123 Year of fee payment: 7 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20120123 Year of fee payment: 8 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130123 Year of fee payment: 9 |
|
FPAY | Renewal fee payment (prs date is renewal date of database) |
Free format text: PAYMENT UNTIL: 20130123 Year of fee payment: 9 |
|
EXPY | Cancellation because of completion of term |